Vehicle brake equalizer



Nov. 29, 1938. J. A. HncKs VEHICLE BRAKE EQUALIZER Filed Oct. 26, 1955 5 Sheets-Shed' 2 www Nov. 29, 1938.

J. A. HICKS 2,138,235 VEHICLE BRAKE EQUALI ZER Filed om. 2e, 1955 3 sheets-sheet 3 lill . l -llilllllllIlllllllllllllllll) Lll- Janzen mac,

their applied positions Patented Nov. 29, 1938 UNITED STATES VEHICLE BRAKE EQUALIZER James Amos Hicks; Atlanta,

half

Ga., assgnor of oneto A. L. Belle Isle, Atlanta, Ga.

Application October 26, 1935 Serial No. 46,938

12 Claims.

The present invention relates to an improved brake equalizing mechanism for motor vehicles.

An important object of the invention is to provide a simple, efficient, economical and durable brake equalizer, which is flexible in its movement, positive in operation and which can be readiliy installed as apart of the braking apparatus on various types of vehicles.

A further object comprehends the provision of an equalizer including a pair of brake levers, an adjusting mechanism operatively connected to the brake levers, and means for normally moving the brake levers and adjusting mechanism as a unit to apply the brakes, said means also being operable to move the brake levers towards each other to actuate the adjusting mechanism to automatically take up slack or Wear in the braking apparatus.

A further object consists in providing a brake equalizer which is connected to each of the brake shoes in such a manner as to automatically adjust for wear without altering or requiring adjustment of the other parts of the braking apparatus, and in which each brake shoe will be given proper clearance at all times and the movethe brake pedal will be uniformly conment of trolled.

A further object consists in associating a brake adjusting device with operating instrumentalities so that the actuation of the device eiects a positive and eXible equalization of braking pressure on each of the brake shoe drums.

Another object consists in an improved foot pedal structure for maintaining the brakes in and which dispenses with the use of an emergency or hand brake.

A further object consists in providing means for insuring the uniform application of braking power to the front and rear wheels, and also means for varying the percentage of the braking `power so that the braking power applied to the front wheel brakes may be greater or less than that applied to the rear wheel brakes.

A still further object consists in providing a brake equalizer with means which, in the event of one or more of the brake rods being rendered inoperative', insures the elcient operation of the other brakes on the Vehicle.

Other objects and advantages .of the .invention will become apparent from the vfollowing .description when taken in conjunction with the followingl claims and draw-ings.

Referring to the drawings -in which are shown preferred embodiments of the .invent-ion;

(Cl. 18S-196) Figure lis a plan view of; a chassis frame showing theA invention applied thereto.

Figure 2 is a detailed plan view of the brake equalizer with the cover removed.

Figure 3 is a sectional-view taken substantially 51 along the line 3 3 of Figure 2.

Figure 4 is a sectional view taken substantially along the line 4 4 ofFigure 3.

Figure 5 is a sectional view taken substantially along the. line 5-5 of Figure 3.

Figure 6 is a sectional View ofV an improved pedal structure which may be associated with the device and shows the locking instrumentalities in their raised or released positions.

Figure '7 is a view substantially similar to Fig- 1 5 ure 6 with the parts in their locked position.

Figure 8 is a front elevation of Figure 6 with parts broken away.

Figure 9 is a detail sectional View of the brake release mechanism with Darts broken away.

Figurel is a plan view of a modified form of the invention.

Referring to the drawings in which like numerals indicate like parts in the several views, I 0 Vdesignates the chassis frame of a motor vehicle, I I the brake drums of the front wheels, and I2 the brake drums of the rear wheels. The front and rear pair of brake rods I3 and I4 are connected to their respective brake shoes or cams I5' as at I5.

In order to provide means for insuring a positive equalization of pressure to the brakes and at the same time take up any slack or wear between the parts of the braking apparatus, the brake rods I3 and I4 are operatively connected to 35 the foot pedal I6 through the instrumentality of a brake equalizing mechanism connected to the vehicle at a point substantially centrally of the chassis. As shown, the equalizing device is enclosed within a casing I'I suitably secured to the 40 underside of the vehicle.r Positioned within the casing I'I is a floating lever I8 which has one end thereof extending through the side of the casing so as to be pivotally connected to the foot pedal I9 as at 20. The opposite end of the lever I8 is 45 connected through the rod 2I with an equalizing bar 2.2, which in turn is connected to the front brake rods I3 as at 23. Coacting with the lever I8 is a rear brake lever 24 which is pivoted at one end as at 25, to a fixed bracket 25 on the inside 50 of the casing I'I. The opposite end of the lever 24 is connected to an equalizing lever 21 by a link 28, and the equalizing lever 2'I is pivotally connected at its ends to the rear brake rods I4.

The front .brake lever I8 is connected to the 5 5 2 rear brake lever 24 by an adjusting or compensating device which in the normal operation of the brakes constitutes a rigid connection between the brake levers, but which is so constructed as to move the brake levers towards each other to automatically take up any slack or wear which may develop in the parts of the braking apparatus during the operation of the vehicle. The adjusting device includes a yoke member 29 connected at its outer end as at 30 to an intermediate portion of the front brake lever I8 and has its arms 3I plementary telescopic member or bar Y32 pivoted as at 33 to the rear brake bar 24.

The opposing inner walls ofthe arms 3| are preferably provided with recesses 34 (Figure 4)V which receive the flanges 35Yon the bottom or lower end of the member l32 so as to'guide the members during their reciprocating movement relative to each other. The member 29 preferably has extending integrally therefrom a housing 35 through which extends a reciprocating governor or threaded rod 31. Carried by the rod 31 is a collar 36 which is adjustably held in position by a nut 38 secured-to the rod 31. The collar 36' and the nut 38 are freely movable through the opened adjacent end of the housing 35. A coiled spring 38 carried by the rod 31 is coniined between the collar 36' and the closed end 39 of the housing. It will be seen that the compression of the spring 38 may be controlled by the adjusting of the nut 38. Therspring 38 acts toreturn the governor 31 to its initial position whenthe latteris moved axially away from the brake bar I8. The outer end of the rod 31 is provided with an enlarged head 39 which normally is spaced from the brake bar I8 and is arranged to be actuated thereby in a manner as will be subsequently described. The opposite end of the rod 31 extends an appreciable distance beyond the housing 36 and has xedly secured thereto a laterally disposed carriage or supporting member 46 held firmly on the rod by the jamb nut 4I. A sleeve or spacer member 48' may be threaded to the rod 31 and be positioned between the end 39 of the housing and the member 40. Pivotally mounted on the carriage 46 and in direct alignment with the member 32 is an adjusting or take up dog 42 (Figure 2) which is normally urged into engagement with the teeth 3 5 by a spring 43. Extending upwardly from the arms 3l are a pair ofV spaced bearing members 44 to which is pivotally connected as at 45 a holding dog 46 having spaced projections'41 and 48 which engage Ithe teeth 35 on the member 32. A spring 49 tends yieldably to maintain the dog 46 against the teeth.

To supplement the use of an emergency or hand brake, I provide a holding device which includes a rod 50 pivoted as at 5I to the front brake lever I8 and which extends through a housing 52 Vconnected as at 53 to the casing I1 (Figure 4) Surrounding the rod 56 and conned within the housing 52 is a coiled spring 54 which is compressed upon the brakes being applied and acts as a quick release for returning the parts to their normal operative positions. The rod 56 is supported by the housing 52 and acts as a guide'and support for the adjacent end of the floating lever I8, `thus insuring this lever and its associated parts being maintained in proper alignment. In order to maintain the brakes; applied, there is associated with the rod 58 a locking plate 56 which has an opening 56 through which the rod 50 extends. The lower end of the plate 56- is conspaced apart to snugly receive a oom- Y to move the wall of the opening nected to a horizontal arm 51 of a bell crank lever which in turn has its upper arm 58 pivotally connected to a rod 59 as at 60 (Figure 9). The outer end of the rod 59 has a handle 6I conveniently positioned adjacent the seat of the driver and is arranged to be manually operated to move the plate 56 against the rod 56 to prevent further axial movement of the rod until the plate is released.

As shown in Figure 9, the handle 6I is in its released position and when it is moved to engage the upper notch 64 on the member 65, it actuates the rod 59 which in turn tilts the plate 56 so as 56 into frictional engagement with the rod 56, thus maintaining the parts in locked position.

It will be seen that my improved holding device supplements or dispenses with the use of the customary emergency or hand brake and insures the positive locking of the brakes in any predeterminedposition and at the same time eiects a quick and positive release of the brakes when desired.

VThe casing I1 has extending from one end thereof a pair of spaced stops 62 which act as abutments for the equalizing lever 22. The opposite end of the casing is similarly formed with stops 63 which constitute abutments for the equalizinglever 21.

In operation, assuming that the brake shoe of each wheel has been adjusted so as to be set at the proper clearance relative to its brake drum, the equalizing device is adjusted so as to control and maintain this clearance substantially constant and uniform throughout the life of the car, and thus maintains the ratio of the braking pressure uniform regardless of the wear on the shoes. VWhen slack occursin the brake rods for any reason, it will increase the throw of the foot pedal I6 which in turn causes the brake bar I8 toengag'e the head 39 of the rod 31 so as to move the latter, thus compressing the spring 38 in Vthe housing 36. As the carriage 4I) is bodily movable With the rod 31, the dog 42 rides over the teeth 35, while the dog 46 during this riding movement irmly engages the teeth 35 to prevent movement of the members 29 and 32 relative to each other.

When the foot pedal I6 reaches the maximum limit of its throw, the dog 42 engages the teeth and the spring 38 expands, causing the rod 31 to be'returned to its initial position. During this return movement the projections 41 and 48 on the dog 46 are raised out of engagement with the teeth 35. As the dog 42 is locked to the teeth A35 it will cause the rod member 32 to be moved with the carriage 46 during the return movement of the rod 31, thus moving the members 29 and 32 closer towards each other, which in turn moves the brake levers I8 and 23 so as to take up any fractional slack or wear in the braking apparatus.

The length of travel of the carriage 4l) is determined by the amount of slack which has to be taken up. When the slack is small, the dog 42 is moved one notch at a time which in turn causes the dog 46 to be advanced the same distance. When a large amount of slack has to be taken up, such as in the initial setting of the device, it is necessary to reciprocate the foot pedal -a suiicient number of times to compensate for this slack so as to-insure the application of the brakes when they are applied by the foot pedal. In any event, when the slack becomes such as Vtocause the lever I8 to move the rod 31 levers I8 and 24 are positioned to be moved toward each other so as to coact with the adjusting device to take up slack or wear of the parts and at the same time insure a uniform application of the brakes upon the actuation of the foot Y pedal. In ordinary operation of the brake control, the levers I8 and 24 are connected to the adjusting device Vin such a manner that these parts are bodily movable as a unit. However, as soon as slack occurs inany part of the-apparatus suicient for the brake lever I8 to move the rod 31 and carriage 40 to cause dog 42 to move a distance of one of the teeth 35, the compensating device operates to take up the slack in the manner as previously described.

Should one of the front or rear brake rods break or otherwise become inoperative, the stops associated with the equalizing levers provide for the ecient operation of the other brake rods. Thus, should the brake rod I3, connected to the right front wheel. be rendered inoperative, the equalizing lever 22 will have its adjacent end moved Vagainst the aligned stop 62. an increase in the throw of the foot pedal which, upon being operated, causes the equalizing device to take up the slack sufficiently to readjust power. In other words, by reason brakes for any reason becomes inoperative. Should both the front brake rods, or the rear brake rods become defective, their equalizing levers would be moved into engagement with their adjacent stops V62 and B3, and the increased throw of `the pedal would cause the adjusting device to operate so as not to impair the efficiency of the remaining brakes.

As shown, the front brake lever I8 is longer than the brake lever 24 and may be provided with a series of longitudinally extending openings 66 (Figure 2) arranged to be selectively connected to the adjacent end of the rod 2| for the purpose of varying the percentage of braking power applied to the front and rear wheels. Since the leverage of the lever I8 and its connection with the rod 2I is greater than the leverage of the rod 24 with the rod 28, a greater percentage of braking power will be applied to the rear wheels than to the front wheels. When the rod 2I is connected to the lever I8 at the point 56, a uniform application of braking power will be applied to both the front and rear wheels due to the fact that the leverage of both arms is the same. Conversely, should it be desired to increase the braking power of the front wheels, the rear brake lever 24 could be proportionately lengthened so as to increase its leverage relative to the front brake lever I8.

In the operation of the apparatus, there is a tendency for the rear brake lever 24, when slack is being taken up, to move abruptly or suddenly toward the lever I8 with the consequent result that the bar 32 has a tendency to move inwardly with a slight axial play, which interferes with the proper take up of the dog 42. In order to overcome this defect a spring 61, carried by the casing is connected to the brake bar 24 so as to cushion or absorb the return of bar 24.

This causes and simultaneously conveniently operable. foot pedal I5 may then be depressed, which permits the free movement of the members 29 and 32 relative to each other, thus allowing the necessary slack in the brake rods to permit the dismantling of the wheels. f

` It will `be observed that when the brake is applied and the rod 31 is moved inwardly by the lever I8 to compress the spring 38, the latter bolt is threaded to a nut 15, while the inner end of the bolt has an enlarged portion I1 which terminates in a polygonal head 18. Carried by the bolt 12 and confined between the web 15 and the head 18, yis a coil spring 19. In assembling the passed through the opening in the web 15 and is threaded at 14 to the bar 1I. The nut 16 is then applied to the outer exposed end of the bolt. Thus, it will be seen that means are provided for not only firmly securing the bolt 12 to the pedal bar 1I, but also for permitting the movement of the member '69 about the 8| to permit the free movement of the pedal bar 1I. The bolt 12 carries a spring 58 which bears against the arm 85 normally to maintain the latch in engagement member 89 is preferably provided with an in- 1I so as to apply the bra-kes and takes the place pedal. Additionally, the hood 69 moves about its pivot the hood in a clockwise or counter-'clockwise direction. j

The upper portion ofthe pedal bar 1| may be provided with a retaining lug 93, while the curved portion of the hood 69 preferably has its outer end terminating in a stop flange 94 arranged to abut the bar to limit the movement of the foot member 69 in a counter-clockwise direction.

The auxiliary pedal bar 1| is connected as at v to a link 98 secured at 91 to the main pedal bar 98, which in turn is operatively connected to the rod I9 (Figure l) for controlling the application of the brakes and the equalizing device.

As shown in Figure 6, the auxiliary pedal bar 1| is in the brake released position and the foot member '59 is moved or tilted so that the arm 85 is raised by the projection 81 to maintain the latch 82 out of engagement with the teeth 83 to permit the free operation of the pedal bar for controlling the application and release of the brakes. Additionally, the flange 94 is in engagement with the stop 93 to limit the further movement of the member 69 in a clockwise direction.

To apply the brakes, the operator presses his foot forwardly on the foot portion 89 which in turn moves the auxiliary pedal bar 1| and its associated parts to the position as shown in dotted lines in Figure '7. When the parts are in this position and it is desired to hold the brakes applied, the operator tilts to move the same in a counter-clockwise direction so that it will assume the position as shown in full lines in Figure '1. This movement causes the projection 81 to be moved out of engagement with the arm 85 and the tension of the spring 88 moves the dog 82 into engagement with the teeth 83 of the ratchet, thus positively locking the brakes in their applied position. The engagement of the stop flange 94 with the auxiliary pedal bar 1| limits the further outward movement of the pedal member 69. When it is desired to release the brakes, it is merely necessary for the operator to apply pressure to the heel of the foot portion 89 which causes the projection S1 to be moved under and raise the arm 85 which in turn moves the latch 82 out of engagement with the teeth B3, so that the auxiliary pedal bar 1| and main pedal bar 9| maybe moved as desired for controlling the movement of the vehicle.

It will be seen that the auxiliary pedal bar 1| supplements the use of the main pedal bar and also dispenses with the necessity of employing an emergency or hand brake for maintaining the brakes in applied position.

In Figure l0 is shown a modified form of the invention in which the compensating device is substantially similar in construction and operation to its corresponding parts previously described. However, instead of connecting the front brake levers to the front wheels and the rear brake levers to the rear wheels, there is provided means for connecting one of the levers to the front and rear brake shoes or cams on one side of the vehicle and means for connecting the other brake lever to the front and rear shoes or cam on the opposite side. In the modied structure the floating lever 99 is connected at its outer end to the foot pedal rod |00 as at |0| and is also connected at |02 to the rod |03 of the spring release mechanism |04. The inner end of the lever 99 is connected at |05 to an equalizing lever |06. The equalizing lever |08 is connected by the brake rod |01 to the brake shoe of the right front wheel, while the brake rod |08 connects the lever |06 to the brake shoe of the right rear wheel.

the toe of the foot portion 89 The rear brake lever |09 is pivoted at one end as at I|0 to a xed portion of the vehicle while'its opposite end is pivotally connected at ||I to an equalizing lever ||2 which is connected at ||3 to a brake rod ||4 which extends from the brake l shoe of the left front wheel.Y The brake rod ||5 connects the brake shoe of the left rear wheel to the equalizing rod Il? as at H6.' Associated with the floating equalizing levers |06 and |2, so as to be positioned in alignment with their pivotal connection with the brake rods, are the fixed stops ||1 which, in the event of one of the brake rods becoming inoperative or broken, constitutes a fulcrum about which the equalizing lever may be moved so that when the slack is taken up by the adjusting device, the remaining brake rods will act to efficiently apply the brakes. A compensating device H8 substantially similar in construction to the equalizer previously described, is connected to the front brake lever 99 at ||9 and to the rear brake lever at |20, lso that when slack or wear occurs in the braking apparatus, the equalizer will be actuated by movement of the foot pedal and lever 99 to automatically adjust the parts to take up this slack.

The brakes may be locked in their applied position through the instrumentality'of the bar I2l, which operates the holding means in substantially the same manner as the r od 59. If desired, the improved foot pedal structure shown in Figures 6, l and 8 may be substituted for this locking means.

It will, therefore, be seen that by reason of the novel leverage connection and adjusting instrumentalities, suring the uniform application of the brakes, said means also automatically compensating for Wear by controlling the travel of the brake pedal as well as maintaining the proper connection of the brake shoes with the apparatus irrespective of any Wear or slack of the braking apparatus. The slack adjuster is controlled by the operation of the foot pedal so that an;7 variation of slack changes the travel of the foot pedal and, therefore, actuates the adjusting device, thus maintaining the braking conditions of the car at a standard, so as to insure the proper and efficient transmission of the braking power.

The equalizing apparatus also eiciently takes care of differential shoe wear and will uniformly apply the brakes irrespective of the difference in thickness of the shoes or lining. Consequently, the apparatus operates to insure greater efciency in braking and due to the uniform application of the braking power increases the life of the tires and reduces to a minimum the danger of the car turning over when travelling at high speeds on sharp turns. Additionally, the equalizing apparatus insures proper ratio of the braking power to each of the wheels of the vehicle and may be varied when desired.

It will be understood that the forms of the invention shown are merely illustrative of preferred embodiments Yand that such changes may be made as fall within the purview of one skilled in the art without departing from the spirit of the invention and the scope of the appended claims.

I claim:

1. A brake equalizing device for vehicles including a pair of brake levers, means positively connecting the levers to the brakes, a yoke member connected to one of the levers, a bar member connected to the other lever and having its free end portion movable between the arms of the yoke that means are provided for inaiaaese S member,` means normally preventing movement releasingv theA holding means to permit the -free` ofthe members relative to each other, a movable longitudinal movement of saidl members relative carriage operable'by one of said levers, lsaid care to eac'h other.

riage having means releasably securing it to said 6. `A brake Lequalizing device for vehicles, inbar member, and means when the carriage is cludingapair ofbrake levers, means operatively slack in the braking apparatus. levers,A locking means for releas'a'bly holding said 2. A brake equalizing device forvehicles inmembers in xed'position relative to each other,

bar member having spaced teethrin` the upper mitthe parts to be readily dismantled. surface thereof, a movable carriage operable by 7. A= ,brake ,equaliziiir deVCB OI Vehl'CleS 1`I1 onev of said levers, said carriage having a paWl cluding a pair 0f brake levers, means OpelaiiVely pivotally mounted thereon and arranged to're- Connecting'the'leversto the brakes, a` yoke memother so as to automatically take up the slack. ratchet to permit the free movement of said 4. A brake equalizin-g device for vehicles inmembers relative to each other. cluding a pair of brake levers, means operatively 9. A brake equalizing device for vehicles inconnecting the levers to the brakes, a pail 0f CO- cluding brake levers, means operatively connectsaid members relative to each other. operation of the adjusting device to take up the 5. A brake equalizing device for vehicles inslack.

cluding a pair of brake levers, means operatively 10. A brake equalizing device for vehicles inconnecting the levers to the brakes, a pair of cocluding brake levers, means operatively connect- 6 develops in -the braking apparatus and thelevers are moved to apply the'brakes, whereby to operate the adjusting device to take up .the slack;

v11. Abrake equalizing 'device for vehicles including a front :brake lever and a `spaced rear brake lever, means operatively connecting the levers to the brakes of the wheels, an adjusting device interposed between said levers, means operatively connecting the adjusting device to said levers, means for actuating said levers to apply the brakes, said levers being moved toward each other to apply the brakes, and a reciprocating member Voperatively connected to the adjusting device and positioned in the path of movement of the front brake lever so as to be operatively engaged by the same when slack develops in the braking apparatus and the levers are moved to apply the brakes, whereby to operate the adjusting device to take up the slack.

12. A brake equalizing kdevice for motor vehicles including a floating front brake lever, an

equalizing leverfconnected to lone end of the front .brake lever, means connecting the equalizing to -the brakes of thefront wheels, a foot pedal -connected to the other end of the frontv brake lever, a rear brake lever pivotally connected at one end to a xed support, a rear equalizing lever connected to the other end of said rear brake lever, means connecting therear equalizing lever to the brakes of the rear wheels, an adjusting device, means connecting the adjusting device to intermediate portions of the brake levers, said levers being movable toward each other to apply the brakes, and a reciprocating member operatively connected to the adjusting device and positioned in the path of movement of the floating leverso as to be engaged by the same when slack develops in the braking apparatus and the levers are moved to apply the brakes, whereby to operate the adjusting device to take up the slack.

JAMES AMOS HICKS. 

